Engineer&#39;s brake-valve.



P. WERTZ. ENGINEER'S BRAKE VALVE.

APPLICATION FILED FEB. 18. 1914.

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WITNESSES INVENTOR COLUMBIA PLANOURAPH c0.. WASHINGTON, D. c.

P. WERTZ. ENGINEERS BRAKE VALVE.

PLICATION FILED FEB. 18 I9 Patented Nov. 16, 1915.

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finei nnaa s' Bram tramvn Patented Nov. re, 1915.

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1 b aZZ2b /tbmitindy Gander-ii; Be it known that I, PETER Wimfri, dent 'of Pittsburgh, in the jdeu'nty nil-illegheny and State 'of Pennsylvania, have invented a and useful reven eht, in Engineers Brakevalves, bfivliich the fbl lowing is a specification. i t by This invention relates to engin'e'ereigbrake valves for air brake systefii's. Its 'cbjct is to provide a Simple and efii'cient valve Wh ereby the brakes can be applied and released for service and einer 'g'ncy a plications in the usual Way andivh-ich alse pfqviae for applying and releasingthe engine brakes independently 6f the train makes The invention cdifiY rises the c eiistruetibh and arrangement of p arts l1ereinafter described and'claiined.

In the accompan ihg air'awffiig "1 is a vertical s'e'ctidn through the brake yalve, taken 6n the line l1, Fig. 2; ,Fig. iS -'a plan vievv bf the valve ,seat illustrating the difier ent ipo's-i t i ons ii the dperating' handle; v Fig. 3 is a "plan iview of the rotary disk valve; and 415 8 a 9 'alr die i p n-views. efath valve and valve seat, illustrating the differ"- em positions 6f the valve. I u The valve embodying the preSntiIlventioh is censtru'cted upon the epnvent ifnal li-iie's Ofthe rotary yper engineers brake valves, the eanie cbinpri sing ya suitable ca-s"- in'g cbinprising a base inernber l previ ded with suitable openings t6 hieh are cenneet ed the various pipes-leading to theydifferent element' of the, braking svstern, ancl ipon which base lneinber lgeca eau m' valve seat member 2 ivhds 'e up er face forms the seat for the rotary disk valve} said seat and r9- tar'y :dis'l; being proyided with ports and cavities hereinafter effecting the various operat ons. The valve 3 inclosed by the member 4 seas itg prov-ide a chamber 5 above the retary disk yvhich chamber is in direct conlmunic ationyviththe min o is i y. h bu h; Manama which ieeXterna l bfthe v alye seat; wa ml s: a med cl theeeu lst'e. extending t hro udh thefaprnelnber 4: i d wh h i ex hefl a imiii lw lefl' u ii fiz l 6 hala @netr e id 1 1t 2 a .e,. p i?- 3 te fle iibt'hedsegiiiiit ,al as death eat m em- @inefi time valves and will be under steod ivi th o ut further description, mechanical c'qilstrlictidn or these parts may be varied eansideiabie limite Without departgployecl; a largeycreecentshaped15 01 1; 12 also wear the pe ph ry qt the t n a -agent tetl e n'iain reservd r port 11 and pbiit i i l 'l e 9 h train Pipe in t eieun m I is alse supp'lfe with a radialinward extension 3 a gage ex aust ert 1 theeppqsit'e side of the valve Seat and alse ldcated near the periphfy of sai "sea a hana pr el'i niiiary eiihaiist, S iqivn as exten eiondf the la ge ex austj'pcjrt 14; an bblpng radially arranged @bit 1? located nearthe center Of the alve. Seat the; perts heretofore deivhich ie cbnnec ted t0 the engine and tender brake cylinders preferably by way of a pressureredueing valve asmall eircular .p 0r t locatedl substantially ra diall'y -o utvv ar dly frb n the brake cylinder 1 7 1 fl sa Qnn teid t ee e' l 2 11 #n tbm e 'e l i eii by My ofi h p e shrereducing valve; and .a radially artane'ed T9 l 1g P r ql h at d dja ent 0 thetrain; pipe p'ort but nearer the center of th e valve seat and colnmunicating diltly ith t rake ey 1de v he. r d wa e H e pro d th t e P t nd av t h wn i Fig -tq- We a P ir f a allye renge l ng 1 ZL'and QQ eXtending entirely through "the valve and l qcated re'latively near the center of said valve and on ppppsite sides ofits center-5 a large segmental cavity 23 extend eaapprb m elv z5..de e u the periphery of said valve; and a sg nental c redut assage; 24 l' 0 eated diametricall rpps ey i rar ty 123 and ha g hr i wi h? 10 a e, f i i valve, t o-yvit endgepenings 25 and 26 and a 'i the, ii v l s i y .Y t g p b in the usttal'wuy,

and can be rotated by the handle 7 to bring it into the various positions illustrated in Figs. 4, 5,6, 7, 8 and 9. v

This valve has eight positions, six of which are as follows: 7

1. Running position, shown in Fig. 4, in

which the spring dog of the operating handle engages shoulder 30 of the quadrant 8. In this position main, reservoir port 11 is connected to train pipe port 12 through the cavity 23 in the valve, thereby maintaining train pipe pressure and holding the train.

brakesreleased. Port 25 also communicates with brake cylinder port 18 while port 27 communicates with exhaust port 14 and as ports 25 and 27 are connected through the cored-out passage 24 the'engine and tender brake cylinders are released. All other ports are blanked; This is the position during normal running.

2. Straight air or engine application position, shown in Fig. 5. This position is assumed by rotation of the valve clockwise from running position until the spring dog of the operating handle engages shoulder 31 of the quadrant 8, when it is desired'to apply the engine and tender brakes without applying the train brakes. In this'position main reservoir port 11 is still connected to train pipe port 12 through the cavity 23,

thus maintaining the engine brakes and keeping the train brakes released. The connection betweenbrake cylinder port 18 and exhaust port 14 is broken, while the port 21 in the rotary valve registers withbrake cylinder port 17, as a consequence of which the engine and tender brakes are supplied with air-flowing from the chamber 5 above the rotary valve through ports 21 and 17 to the brake cylinder. The extent of braking pressure in this position is determined by the length of time the valve is allowed to remain in this position, but not to exceed 45 lbs, the pressure on the brake cylinder side of the pressure reducing valve. When the desired pressure in the engine and tender brake cylinders is secured the valve is rotated slightly counterclockwise to a position midway between positions numbers 1 and 2 in which the. connection between ports 21 and 17 'is broken, but without breaking the notch 34 in the quadrant 8. In this position port 27in the rotary valve registers with brake cylinder port 18, while port 26 registers with exhaust port 14, and as ports 26 and 27 are connected by the cored-out passage2 1 the engine and tender brake cylinders are released. All other ports are blanked in this position of the valve, including the connection between main reservoir port 11 and train pipe port 12, and consequently in this position the engine and tender brake cylinders can be released not only after straight air application, as per position 2 above, but also after a service application position, and in the latter case the engine and tender brakes will be released without simultaneously releasing the train brakes, due to the fact that the connection between the main reservoir and train pipe is broken. This position serves, therefore, to release the engine and tender brakes without aiiecting the condition of the train brakes.

4. Service position, shown in Fig. 7. This position is secured by rotating the valve still farther counter-clockwise, or until the dog in the operating handle engages notch 35 in the quadrant 8. In this position the cavity 23 in the rotary valve connects train pipe port 12 with the small exhaust port or extension 15, thereby securing a slow venting of the train pipe to the atmosphere and applying the train brakes in the usual way.

'At the same time port 25 in the rotary valve overlaps main reservoir port 11 and port 26 with port 18 in the valve seat, thereby slowly admitting air to the engine and tender brake cylinders. Consequently in this position e11- gine and tender brakes and train brakes are simultaneously applied. The amount of braking power secured depends upon the length of time the valve is allowed to remain in this position. When the desired braking poweris secured the valve is moved backwardly somewhat, that is counter-clockwise, to a position intermediate positions 3 and 4, or to whatis known as service lap position, in which the spring dog on the operating handle engages the notch 36 in the quadrant 8 and in which all ports are blanked. To increase the service braking pressure the valve can again be moved to service position, and back again to lap, until the desired braking pressure is secured. In this way the brakes can be graduated on as desired.

5. Emergency position, shown in Fig. 8. In this position the valve is rotated still farther counter-clockwise from service position until the spring dog of the operating handle engages notch 37 in the quadrant 8. In this position the cavity 23 in the rotary connects train pipe port 12 with both the large exhaust port 14 and its extension 15, thereby securing a quick venting of the trainpipe and applyln'g the, train brakes in emergency application in the ordinary'way. At the same time the port 22 in the rotary registers with brake cylinder port 17 in the valve seat, thereby applying the engine and tender brakes by a straight air application by way of the pressure reducing valve. It will be observed that the port 21 registers With brake cylinder port 19 so that there is an additional supply of main reservoir pressure unreduced to the engine brake cylinders. The consequence is that the engine brakes are applied fully as an emergency application.

6.1 1111 release position, shown in Fig. 9. In this position the valve has been rotated to its limit clockwise, or until the spring dog on the operating handle engages notch 38 in the quadrant 8. In this position the cavity 28 in the rotary connects main reservoir port 11 with train pipe port 12, and simultaneously the port 22 in the rotary registers with extension 13 of the train pipe port. Consequently, the train pipe receives air from two passengers from the main reservoir which will secure a quick release of the brakes. All other ports are blanked. As a consequence the train brakes are released, but without releasing the engine brakes, so that this position can be used for the release of the train brakes independently of the engine brakes.

When both train and engine brakes are to be released the valve will be moved to the first position described or to running position.

The valve described has eight positions altogether, namely, the six positions illustrated in Figs. 4, 5, 6, 7, 8 and 9, and in ad dition two lap positions, to-wit, a straight air lap position between positions 1 and 2 and a service lap position between positions 3 and 4:, which two positions are not illustrated in the drawings.

The valve described is of very simple con struction, being of the type of an ordinary rotary valve, and all of the different positions are secured through the operation of a single handle, thereby avoiding any confusion in the operation of the brakes. By means of this valve the engine and tender brakes can be applied and released alone, or both engine and train brakes can be simultaneously applied, and the train brakes can be released independently of the engine brakes, although they cannot be applied independently of the engine brakes.

What I claim is:

1.. In an engineers brake valve, a valve seat provided with ports connecting with a reservoir, the train pipe, the atmosphere, and a brake cylinder, and a rotary valve 00- operating with said valve seat and provided with ports and passages arranged in one position to connect the reservoir to the train pipe and the brake cylinder to the atmosoperating with said valve seat and provided with ports and passages arranged in one position to connect the reservoir to the train pipe and the brake cylinder to the atmosphere, in another position to connect the reservoir to the train pipe and also to the brake cylinder, in a third position to connect the brake cylinder to the atmosphere and break the connection between the reservoir and train pipe, in a fourth position to connect the train pipe to the atmosphere through a restricted opening and the reservoir to the brake cylinder, and in a fifth position to connect the reservoir to the train pipe and blank the connection between the brake cylinder and atmosphere.

3. In an engineers brake Valve, a valve seat provided with ports connecting with a reservoir, the train pipe, the atmosphere, and a brake cylinder, and a rotary valve cooperating with said valve seat and provided with ports-and passages arranged in one position to connect the reservoir to the train pipe and the brake cylinder to the atmosphere, in another position to connect the reservoir to the train pipe and also to the brake cylinder, in a third position to connect the brake cylinder to the atmosphere and break the connection between the reservoir and train pipe, in a fourth position to con nect the train pipe to the atmosphere through a restricted opening and the reservoir to the brake cylinder, in a fifth position to connect the reservoir to the train pipe and blank the connection between the brake cylinder and the atmosphere, and in a sixth position to connect the train pipe to the atmosphere through an unrestricted opening and'the reservoir to the brake cylinder.

4:. In an engineers brake valve the combination of a valve seat provided with ports connecting with a reservoir, the train pipe, the atmosphere, and a brake cylinder, and a rotary valve cooperating with said valve seat and provided with ports and passages arranged in one position to connect the reservoir to the train pipe and the brake cylinder to the atmosphere, in another position to connect the reservoir to the train pipe and also to the brake cylinder, in a third position to connect the brake cylinder to the atmosphere and break the connection be tween the reservoir and train pipe, in a and in a fifth position to connect the train pipe. to theatmosphere through an unrestricted opening and the reservoir to the Y brake cylinder.

5. In an engineers brake valve the combination of a valve seat provided with ports connectingwith a reservoir, the train pipe,

the atmosphere, and a brake cylinder, anda rotary valve cooperating with said valve seat and provided with ports and passages arranged in service position to connect the train pipe to the-atmosphere through a restricted opening and the reservoir to the brake cylinder, in emergency position to connect the train pipe to the atmosphere through an unrestricted opening and the reservoir directly to the brake cylinder, and also having a port arranged to connect the reservoir to the brake cylinder by way of a reducing valve.

6. In an engineers brake valve the combination of a valve seat provided with ports connecting with a reservoir, the train pipe, the atmosphere,'and a brake cylinder, and a rotary valve cooperating with said valve seat and provided with a cavity arranged in one position to connect the reservoir to the train pipe and in another position to break said connection, and having a cored-out passage provided with three ports to the face of the valve and so arranged that in one of said positions two of said ports register respectively with the brake cylinder port and the exhaust port and in the other of said positions the third named port and one of the first named ports register respectively with the exhaust port and the brake cyl1nder port.

7. In an engineers brake valve the combination of a valve seat provided with ports connecting with a reservoir, the train pipe, the atmosphere, and a brake cylinder, and a rotary valve cooperating with said valve seat and provided with a cavity arranged in one position to connect the reservoir to the train pipe and in service and emergency positions to connect the train pipe to the atmosphere and having a port arranged in emergency position to connect the reservoir directly to the brake cylinder through one port in the valve seat and arranged to also connect the reservoir to the brake cylinder through another port by way of a reducing valve.

8. In an engineers brake valve the combination of a valve seat provided with ports connecting with a reservoir, the train pipe, the atmosphere, and a brake cylinder, and a rotary valve cooperating" with said valve seat and provided with a cavity arranged in service and emergency positions to connect the train pipe to the atmosphere, and in running. release and straight air positions to connect the reservoir to the train pipe, said valve also having a pair of ports one of which in release position connects the reservoir to the train pipe and the other of which in application position connects the reservoir to the brake cylinder, and both of which ports in emergency position connect the res ervoir to the brake cylinder.

In testimony whereof, I have hereunto set my hand.

7 PETER VERTZ. Witnesses:

ELBERT L. HYDE, WI LIAM B. VHARTON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

- 1 Washington, I). C. 

